Automatic train-stop.



G. F. WARREN.

AUTOMATIC TRAIN STOP.

APPLICATlON FILED OCT. 2. 1915. 1,210,025. Patented Dec. 26,1916.

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GIFI We r/e/z G. F. WARREN.

AUTOMATIC TRAIN STOP.

APPLICATIQN FILED OCT-2, l9l5. 1,219.,0Q5. Patented Dec. 26,1916.

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GEORGE F. WARREN, OF DOUBLE BAYOU, TEXAS, ASSIGNOR 01" ONE-HALF '10ELTON L.

MITCHELL, 0F DOUBLE BAYOU, TEXAS.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented Dec. 26, 1916.

Application filed October 2, 1915. Serial No. 53,809.

To all whom it may concern Be it known that I, GEORGE F. WARREN, acitizen of the United States, residing at Double Bayou, in the county ofChambers and State of T6X21S,,hLV6 invented certain new and usefulImprovements in Automatic Train-Stops; and I do hereby declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same.

This invention comprehends improvements in automatic train stops forlocomotives and has for one of its objects to provide a very simpleand'practical device of this nature which will .act to automaticallyapply the airbrakes when passing by an obstacle unless preventedby anact of the engineer.

Another object of the invention is to provide an automatic train stopcomprising a lever pivoted to 1 suitable part of a locomotive andadapted to engage an obstacle, a weight connected by a flexible memberto the handle of the engineers valve, and means operated by the leverfor allowing said weight to drop, whereby the valve will be opened andthe airbrakes applied.

The invention also aims to generally improve devices of this nature torender them more useful, practical, reliable, and commerciallydesirable.

WVith these and other objects in view as will become more apparent asthe description proceeds, the invention consists in certain novelfeatures of construction, combination and arrangement ofparts as will behereinafter more fully described and claimed.

For a complete understanding of my invention, reference is to be had tothe following description and accompanying drawings, in which- Figure 1is a fragmentary side elevation of an engine, showing my improved trainstop applied thereto, said stop being shown partly in section, Fig. 2 isa vertical section taken on the plane ofvline 22 of Fig. 1, Fig. 3 is avertical section taken on the plane of line 33 of Fig. 1, Fig; dis a:section taken on the plane of line ll of Fig. 1', and Fig. 5 is a detailview showing how the lever is pivotally mounted.

Referring in detail to the drawings by numerals, l designates as anentirety a portion of a locomotive having a running board 2 and fire-box3. Y The running board is formed with an opening 4: through which avertical casing 5 extends. It will be noted that the casing projects aconsiderable distance above the running board, and a slight distancebelow the same. A slide plate 6 is supported upon the underside of therunning board by means of a housing or guide 7 and works through anopening 8 in one side of the casing 5:;

A lever 9 is pivoted as at 10, to a plate 11 which is secured to aconvenient part of the locomotive, such as the fire-box 3. The lever 9is provided upon its lower end with an out-- wardly projecting arm 12.

A wire 14, or any other suitable member is connected at one end to theupper extrem- 1ty of the lever and at its other end to the slide plate 8which has its under face beveled adjacent one end thereof. A spiralspring 15 is coiled about the wire, bears at one end against the plate16 and at its other end against the slide plate 8. This being anexpansive spring, tends to hold the slide plate normally under theopening formed in the running board.

A weight 17 is housed within the casing 5 and is normally supported bythe slide plate 8. The lower terminal of the weight 17 which engages theplate 8 is tapered or pointed to reduce the area of bearing surface andconsequently the frictional resistance to relative movement of theseparts. A flexible member 18 is secured at one end to the weight and atits other end to the handle 19 of an engineers valve 20. This memberpasses over pulleys 21 and 22 and passes from the casing through theopening 23.

When the arm 12 of the lever strikes an obstacle 2 1, which may besecured to one side of the track in any desired manner, the slide plate8 is moved from under the weight, allowing the same to drop, whichcauses the handle 19 to be actuated so as to release air from the trainpipe and set the airbrakes. The plate 8 engages the upper surface of theweight 17 when the weight is dropped and prevents the same fromreturning to its normal position until the engineer or other attendantgrasps the handle 17 and draws the weight up. In this operation, theupper portion, of the weight 17 engages the beveled portion of the plate8 and easily slides the same against the tension of the spring 15. Thenthe engineer knows the train is approaching an obstacle and does notwish to have the brakes applied, he will grasp'the handle 19 and hold itstationary until the obstacle has been passed and the slide plate 8returned to its normal position. 7

Any suitable form of obstacle or trip 2& may be employed. in connectionwith my train stop. For the purpose of illustration, I have shown onewhich is pivoted at to the upper side of one of the ties. The obstacleor trip 24: extends over and rests upon the upper sides of several ties,and it is adapted to be moved upon its pivot 25 in the direction of andaway from the rail. When moved in, the direction of the rail, andparallel thereto,-the obstacle or trip 24 is inoperative position, and.when moved away from-the rail, and diagonally with relation thereto,the obstacle or trip'2 l is in inoperative position. The obstacle ortrip 24: may be moved into operative position by a station master oragent, and to permit of th1s I provide a shaft 26 which is journaled inbearings 27. The shaft 26 is arranged parallel with relation to therail, and it is provided with a crank 28, a link 29 connecting the outerend of the crank 28 to the underside of the obstacle or trip 24. Theshaft 26 may be connected to. any suitable means for operation by thestation master or agent.

From the foregoing description taken in connection with the accompanyingdrawings, it will be apparent that I have provided a very simple andpractical train stop which will automatically operate to stop. a trainshould an obstacle in operative position be passed without the knowledgeof the engineer.

While I have shown and described the preferred embodiment of myinvention, it

will be understood that minor changes in construction, combination andarrangement of parts may be made without departingfrom the spirit andscope of the invention as claimed. 7

Having thus described my invention, I claim V 1. In an automatic stop ofthe character described the combination with a locomotive, of a leverpivotally secured thereto intermediate its ends, a slide plate, aconnection between the said lever and slide plate, a weight supported bythe slide plate, and

a flexible member connected at one end to the weight and at its otherend to the handle of the engineers brake valve, said lever being adaptedto engage an obstacle, whereby the slide plate is withdrawn from underthe weight, allowing the latter to drop.

2. In an automatic stop of the character described the combination witha locomotive, of a vertical lever pivoted intermediate its ends thereto,a slide plate horizontally movable along the underside of the running*board, said board being formed with an tuated, and spring means forreturning the plate to its normal position under the open ing formed inthe running board.

3. In a stop of the character described the combination with alocomotive, of a vertical' lever pivoted intermediate its ends thereto,a slide plate movable upon the underside of the runningboard,aconnection between-said. slide plate and lever, spring means forreturning the slide plate to its normal position when actuated by thelever, the running board being formed with an opening, a weightpositioned within said opening andresting upon the slide plate, aflexible connection secured at one end to the weight and at the otherend to the engineers brake valve, and guide rollers for said connectiomadropping of the weight causing the. valve to be opened,'whereby theairbrakes are applied.

at. In an automatic stop of the character described, the combinationwith a locomotive, of a vertical casing secured to said locomotive, saidcasing having an aperture formed in one side thereof intermediate'itsend and a similar aperture formed on the opposite side adjacent thelower end thereof, a weight slidably mounted in said case ing, a'sliding plate extending through the lower aperture and supporting saidweight, a pulley secured to the upper portion of said casing, a similarpulley secured to one side of said casing adjacent the upper aperture,and a cord having one end secured to said weight and passed over theupper pulley and then under the other pulley and through saidadjacentaperture and having its opposite end secured to an air brake valve forthe purpose specified.

5. In an automatic stop of the character described, the combination witha locomotive, of a Vertical casing, a weight slidably mounted in saidcasing, a cord having one of its ends secured to saidweight andtheopposite end to an air brake valve, a horizontal casing, a plateslidably mounted in said horizontal casing, said plate adapted to extendinto said vertical casing and support said weight, a rod secured to saidplate and extending outward of said casing, a spring'coiled around saidrod having one end engaging said sliding plate'and the opposite endengaging said casing to normally hold said sliding plate into saidvertical casing, and means secured to the free end of said rod to movesaid sliding plate againstv the tension of the spring.-

6. In an automatic train stop of the character described, thecombination with a locomotive, of a vertical casing, a weight slidablymounted in said casing, means to connect said weight with the handle ofan engineers brake valve, a horizontally sliding plate extending intosaid casing, and engaging the lower terminal of said weight to supportthe same, and means to draw said 10 plate from out of engagement withsaid weight, the lower terminal of said weight tapered to reduce thearea of bearing surface thereby reducing the frictional resistancebetween said plate and weight.

In testimony whereof I alfiX my signature in presence of two witnesses.

GEORGE F. WARREN. Witnesses:

ELWOOD A. WlLBORN, GEO. F. WILBORN.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents. Washington, D. G.

